Combined pneumatic and dynamic brake apparatus



Patented Oct. 20, 1953 ccMBrmiU PNEUMATIG BRAKE IAPPARNIUS' Claude -M; 'Hiiies,.Yerona, Pa, 'assignor to West;

'ifighduse Pennsylvania;

Air BraTieCompany, a corporation Application March'26, 1951, Sci ial N'd. 217,603

4' Claims.

-invention relates to combined pneumatic and dynamic brake apparatus and more particularly to means comprised in such apparatus for automatically effecting operation of the pneumatic brake in response to fade out of the dynamicbrake, H

In the copencling application of 'S. Williams et aL fSerialNo. 47,046, filed- August 31,. 1948, now Patent 2,591,224,. issued April 1, 19:52,v and assigned to the assignee of the present application, there isdi'scl'osed acomb ined pneumatic and dynamic brake apparatus embodying, a loch-out magnet valve means energized from the voltage drop across a resistor in the dynamic 'brake cirsuit to control cut-in and cut-out; of the pneumatic brake according. to amount of dynamic braking current generated, hence to degree of dynamic braking effort.

Such a combined 'brake apparatus has two disadvantages. First in: order to protect against simultaneous grossly exce ssive application OfbOllh the pneumatic brake and the dynamic brake, it was necessary 'tc have the'l'ockout magnet-remain energized to hold off the pneumatic brake until the dynamic brake currentfell off to a relatively low value, corresponding to such: asa train speed t 10 miles per hour for exaniple; sacrificing effective protection. against loss of dynamic brakingatthe: higher train speeds, since the dynamic brakingcurrent at the: higher speeds would need fall off nearly 1Q0% before the lockout magnet valve means would respondto cut-in the pneumatic-brake. Second, during coasting. and at the time. of initiating a dynamic brake application, until generation of. dynamic brake current sufficient to energize the-lockout magnet valve device, the pneumatic brake would apply along with the dynamic. brake; resulting in erratic braking of the train as the pneumatic vbrake was cut-out by energi'zation of the magnet v'alvedevice. I

In view of the foregoing, it is one object of'the invention to provide a combined pneumatic and dynamic brake apparatus comprising means which will respond automatically to-cut-in the pneumatic brake upona certain substantially constant proportionate loss; of anydeg'ree of dynamic braking called for by conditions established as desired-13y an operator.

Also ini view of the fbrego'ing, it is another objctdftfie invention to pr'OV'id a COfhbihii pneumatic and. dynamic brake apparatus comprising means which will respond automatically to cutout. the pneumatic. brake during. coasting and at time of initiating a-dynamichrakc application to assure smooth bral zing-v on the train.

2. Gther objects and advantages ofthe iht'efiiilon will become apparent fromthe "following more detailed description taken in connection with the accompanying drawing in which:

The single figureis a schematic representation partly in outline and partly section of a. coinbined dynamic and pneumatic. brake apparatus embodying the invention.

Description of dynamic br'al'cirtg conttol- Referring to the drawingjthe ctmbine dpnew matic and dynamic hrake apparatusfembod mg the invenuen comprises, forsake of illustra two pairs of traction motors, I and 21, as usuaiiy are employed on an electrically propeneuvehicle such as a subway car, for 'eirainple; one pair of man being connected to driving axls' not shown) at one end of the car, and the other pair of motors being connected to driving anesat the opposite end of the car. Such traction are; tors; in the wen-known manner, when sup lied with e1ect'rica xen'ergy, act to propel the car, and when deprived of such electrical energy anaemia eny control ed; the same motors ja ct as electric generawrs for ynamic brakmg-ot thecar. only the utter application of the traction motors is of concern to this invention, and'any of the equip: ment concerned with'coritrol'ofs'uic' operating, aspnme moversbl' with: do tiohirr'g said meters to act as generators has not been included herein. I

insofar as the two pairs of traction motbrsare em myeumr dynamic brakingveach pair of mo: tors campuses respective series arih'atuf'es ans series fields in turn in series the armaturesa Both pairs of motors act as generators for name braking and areconnect'd in parallel with acn'otherinan'e1eetrica1 circuit which includes two series ihostats 3 and 4 for varying Ties 12'" aneejto cur ent flowing through the tractioh mo to'r fields, thereby controlling the dynamic brak mg 'fiort df the inbtbis" acting" as generators; the well-known manner; A

With a particular polarity" of thc'rnotiors I'- act mg as'ge'nerators; current generated by'thseiiic torsw n new in a direction indicated by the-ariowsshdwn in the dra'win'g' v-f a a- Wire 5 into d through coils 6 and an adjustable coil contac "1' of the rheostat 3, thence through an erectrieai conductor 8 to" an ad ustable coir contact arm- '9 and coils 'll) of the rheostat 4 to return to themo= The two contact arms l and 9 of the rheostats 3 and 4 are connected through mechanical linkage (not shown) for movement in unison relative to the respective coils S and ill to vary the amount the fields of the traction motors 2 by way of a wire 50.

The rheostat 43 comprises the usual contact arm 5| connected electrically to the wire 44 and the usual resistance coils 52 connected electrically at its one end to the wire 42. The rheostat is arranged to be adjusted according to dictates of the usual operators brake valve device 53 in the pneumatic portion of the apparatus by means of a fluid pressure actuator 54.

The actuator 54, for sake of illustration, may comprise a casing 55 having a piston 56 slidably disposed therein which is subject opposingly to of resistance in the dynamic braking circuits to regulate the current through the fields of the traction motors acting as generators and thereby control the torque required to turn their armatures, hence control the degree of dynamic braking at any given speed.

Apparatus for controlling dynamic braking operation of the traction motors l and 2 comprises a reversible pilot motor havin the usual armature 2! with an operative connection, indicated by a dotted line 22, for actuating in unison the two contact arms I and 9 of rheostats 3 and 4. The pilot motor armature 21 will rotate in one direction or its opposite in response to selective excitation of two shunt fields 23 or 25 for actuating rheostat arms '5 and 9 to increase and decrease, respectively, resistance in the traction motor circuits to call for decrease and increase, respectively, in dynamic braking current through the traction motor fields to control dynamic braking force applied to the wheels of the vehicle.

For sake of illustration a battery 26 may be employed to act as a source of electrical energy for operating the pilot motor 25; the negative terminal being connected to ground. For controlling operation of the pilot motor 25, the two coil limit relay i5 is employed. The relay 45 comprises a movable contact arm 21 carrying a contact 28 having an electrical connection with one pole of the battery 26 and one terminal of the pilot motor armature by way of a conducting portion of the arm 21, a flexible wire 29 and branches of a wire 35. The contact 28 is disposed between two fixed contacts 32 and 33 which are'connected electrically to the opposite pole of the battery 25 and opposite terminal of the motor armature 21 via a ground wire 36 and pilot motor fields 23 and 24, respectively, connected to the fixed contacts via wires 34 and 35, respectively. A bias spring 31 is suitably connected to contact arm 21 to urge movable contact 28 into engagement with fixed contact 33 to complete electrical circuit between battery 25, the pilot motor armature and field 24 to cause movement of the rheostat arms 1, 9 in a direction to reduce resistance in the traction motor dynamic braking circuits, as aforedescribed. Action of the bias spring 31 on the contact arm 2'! is opposed by additive magnet force generated by flow of current through the two coils of the limit relay I5; coil 14 aforementioned and a second coil 40. Operative connection between the coils I4, 40 and the contact arm 2"! is indicated by a dash line 4| in the drawing. 1 a One terminal of the coil 40 of relay I5 is connected electrically to one end of the fields of the traction motors 2 at junction with wire 16 by way of a wire 42, a rheostat 43, a wire 44, a coil 45 of a two coil lockout relay 46 (to be described in detail hereinafter), and a wire 41. The opposite terminal of the coil 40 of relay I5 is connected electrically to the opposite end of pressure of fluid in a pressure chamber 5? on one side and to force of a compression spring 58 disposed m a spring chamber 59 on its opposite side; the latter chamber being constantly open to atmosphere via a port 65 in the casing. The piston 56 is attached to one end of a piston rod 6! which extends outwardly through the casing into operative connection with the contact arm 5| of rheostat 43 by means of a lever 62 and connecting link 63. The pressure chamber 5'! in actuator 54 is connected to the usual straight air pipe 55 of the pneumatic brake portion of the apparatus. The actuator 54 is so arranged relative to the rheostat 43 that variation in straight air pipe pressure between established maximum and minimum values will eifect a corresponding variation in amount of resistance the rheostat 43 presents to the electrical circuit through the coil 40 of the limit relay [5 and coil 45 of the lookout relay 46 between maximum and minimum values, respectively.

In the manner well-known to the pneumatic brake art employing the usual electro-pneumatic straight air system, variations in pressure in the straight air pipe are affected by positioning of the brake valve handle Hi to control the degree of pneumatic brake application as well as the dynamic brake application.

Operation of dynamic braking control In operation of apparatus for controlling dynamic braking assume that the traction motors l, 2 are connected electrically as shown in the drawing to act as generators for dynamic braking of a vehicle; that such vehicle is travelling at a rate of speed sufficiently great to be capable of efiecting any degree of dynamic braking within the operating range; that the brake valve handle it is positioned to call for release or zero braking and that therefore the straight air pipe is at a minimum pressure, such a atmospheric pressure, for example, and is vented via the brake valve 53; and that the contact arms 7 and 9 of the rheostat 3 and 4 are positioned to call for a certain coasting rate of dynamic braking current to be developed through rotation of the armatures of traction motors I, 2 by virtue of excitation of the fields of these motors by such current.

With the straight air pipe 65 vented as assumed, the pressure chamber 57 in the actuator 54 will be void of fluid under pressure, so that the piston 56 therein will be solely under the influence of the compression spring 58 and therefore will assume the position in which it 1s shown in the drawing, holding the rheostat 43 positioned to call for a minimum or zero resistance in the electrical circuit through the coil 40 of the limit relay [5.

A portion of the dynamic braking current generated at the minimum or coasting rate will flow via wires [3 and I5 through the coil l4 of the limit relay i5 while:anotherportionoi ithez ssame current will flow through the coil '49 of the same relayvia wire 42, the minimum amount of resistance in rheosta't i3, and wires 4-1 .51]. At this time, the coasting rate of current flowing through the two coils I4 and :48 of the relay i 5 will, by virtue of design and arrangement of these =coils to summarize their magnet efforts, develop sufiici ent magnet force as will balance action of the spring 3 to hold the movable contact 28 "in a position intermediate fixed contacts 32- arid so that the pilot motor 20 will not be in operation, with the brake controlling rheostats 3' and 4' in respective properly adjusted positions as assumed.

Assume now that it is desired to effect a dynamic brake application in any desired degree The operator will move the brake handle it to a position in accord with the degree of dynamic brake-application desired, thereby effecting pressurization or the straight air pipe 65, hence chamber 5] in actuator 54, a corresponding de gree. The piston 56 in actuator 55 will respond to increase in pressure offluid in chamber 51' to position the contact arm 51 of rheostat 43 to call for an increase in resistance in the elec-' trical circuit through coil 48' of relay I 5 corresponding to the degree of such pressure increase. The dynamic brake current flowing through the coil 40 of relay l5 thus will be reduced, while the dynamic brake current flowing through the coil ll of thesame relay will remain the same, resuiting in a loss total magnetic effort of the two coil-s to oppose action of spring 31. The spring 31' will respond to such reduction in magnet effort of the two coils to move contact 28 into engagement with fixed contact 33 to call for operation of the pilot motor 20 in a direction calling for movement of the contact arms 1 and 9 for reducing the resistance which the rheostats 3 and 4 present to the dynamic braking circuit, thereby allowing more current to flow through the fields of the traction motors to increase the amount of dynamic braking experienced by the vehicle. wheels driving the motor armatures; Such increase in dynamic braking current will result in a corresponding. increase in current flowing through the coils A and M of the relay until the effect of their resultant additive magnet forcesacting on the contact arm 2-! balance. with the effect of the spring 31: actingon. the same arm, at which time the arm again assumes a neutral position in which the contact 28 is disposed intermediate: the contacts 32" and 33 to terminate operation of the pilot motor 28* and further adjustment of the rheostats 3' and- 4.

If a decrease in degree of dynamic braking is desired by the operator, he will move the brakevalve handle [0 in a direction calling for a de-' crease in pressure inthestraight air pipe 65 in degree asv desired, with consequent adjustment of the. rheostat 43- to reduce the amount of resistance in the circuit through the coil 40 of relay in amount corresponding to the reduced pressure in the straight air pipe 65. Such re--- duction in resistance imposed by the rheostat 43 will result in an increase in current flowing through the coil 40 of the relay 1 5, while current through coil I4 remains the same, with a corresponding increase in the magnetic effort of the two relay coils. Such increase in magnetic effort of coils: Hi, .40 will overcome action of the spring 31 to bring contact 28 into engagement with contact 32 for operating the, pilot motor t0- adiust rheostats. 31- and. 4 for increasing the resistance? in the dynamic b'raking circuit, therebyidecreasing thev dynamic :braking current, hence current through the fields of the. motors I and 2., and thus reducing the amount of dynamic braking experienced by the vehicle wheels driving the iarmatures of these motors. Such reduction in dynamic braking current continues with continued adjustment in position of the rheostats 13 and 4 until the resultant reduction in current. flowing through the two coils of the relay l5 so reduces their total magnetic: effort as allow the spring 31 to return the contact arm 21' to its neutral position, thus terminating operation of the pilot motor 20 and further .ad justment of the rheostats 3 and 4 with: the -de-- sired reduction of dynamic braking currenttthus realized.

The aforedescribed apparatus for controlling dynamic braking will automatically respond .to effect adjustment of the rheostats 3 and 4 in refiort to maintain a constant degree of dynamic brake application as the traction. motor armatures decelerate under influence of dynamic braking on the vehicle, for example; Such reduction in rotational speed'of the traction inotor armatures, resulting in a. decrease in gener ated' dynamic brake current, causes. .a corre' sponding decrease in current. flowing through the coils in relay I5, with consequent reduction of magnetic eifort and preponderance in effortaofi spring 31 on contact arm 21 to cause engage merit of contacts 28 and 33- 'for operatingthe'pi lotmotor 20 to adjust: rheostats 3' and I toreduce resistance the dynamic: braking circuit and effect an increase in braking current, hence an increase in degree of brake application, ineffort to reestablish equilibrium in relay [5 be tween its spring and coils to maintain the de gree of brake application commensurate? with that desired as dictated by straight air pipe pressure. Once such increase in dynamic braking current at reducing rotational speeds. or the traction motor armatures again reaches a value sufiicient to reestablish equilibrium of the relay l5, spring 31 moves contact arm 21 to its inter mediate position to stop operation of the pilot motor 20 and thereby further adjustment of the rheostats 3 and 4 until subsequent unbalance be tween spring 31 and coils l4, 89 iii relay 5 again results from continued deceleration of the trac tion motor armatures, under which: condition the cycle just described automatically will repeat in effort to maintain a constant dynamic braking current, hence constant degree of dynamic brake application. Once successive adjustments of rheostats 3 and 4 results in cut out; of all or substantially all rheostat resistancein the dynamic braking circuit, it will be appre ciated that continued reduction inrotational speed of the traction motor arm-aturesw ill re sult in a reductionin generated dynamic brak ing current since compensation by rheostat resistance reduction adjustments can no longer be made and the dynamic braking effort reduces; fades out, with continued vehicle deceleration and is no longer in accord with the degree of dynamic braking called for by straight air pipe pressure.

Description pneumatic brake portion.

The pneumatic brake portion of the combined pneumatic and dynamic brake apparatus comprises the usual brake cylinder device 801a plurality of whichmay be employed, which will.

respond to efiect application or a braking force to wheels of the vehicle according to degree of pressure of fluid supplied thereto by means of the usual brake cylinder pipe BI. The usual relay valve device 82 is employed to effect the var iations in pressure of fluid in the brake cylinder device 89 by regulation of supply of fluid under pressure from a reservoir 83 via a supply pipe 84 according to variations in pressure of fluid in a control pipe 85. The usual lockout magnet valve device 86 is employed to selectively connect or disconnect and vent the control pipe 85 to and from the straight air pipe 65. When the control pipe 85 is connected to the straight air pipe 65, the relay valve device 82 will respond to variations in straight air pipe pressure between its respective maximum and minimum values to establish variations in pressure in the brake cylinder device 80 between corresponding maximum and minimum values, respectively. When the control pipe 85 is vented via lockout magnet valve device 86, the relay valve device 82 will correspondingly vent the brake cylinder device 89 via pipe 8|.

The lockout magnet valve device 86, for sake of illustration, comprises a valve portion having a supply chamber 99 connected to the straight air pipe 95, and an exhaust chamber 92 connected to atmosphere via a port 93. Sup ply and release valves 94 and 95 are provided for controlling communication between a delivery chamber 9| connected to pipe 85 and chambers 90, 92, respectively. The valves 94 and 95 are attached to respective fluted stems 99 which extend through respective openings in respective partitions formed in the casing. The fluted stems 96 meet in chamber 9! and are so proportioned relative to distance between two respective valve seats encircling the partition openings that one of the valves 94, 95 is held unseated by seating of the other. A bias spring I99, disposed in chamber 92, is arranged to urge valves 94, 95 toward unseated and seated positions, respectively. The valve 94 is operatively connected to the magnet portion (shown in outline) of the valve device 86 by means of an attached stem IOI. Upon energization of the magnet portion, through the medium of stem IOI, the action of spring I is overcome to seat valve 94 and unseat valve 95 to close off chamber 9i, hence control pipe 85, from chamber 96, hence straight air pipe 65, and open said chamber 91 to chamber 92 and via port 93 to atmosphere. Deenergization of the magnet portion of device 86 results in seating and unseating valves 95, 94, respectively, by action of spring I09 to open chamber 9| and control pipe 85 to chamber 90 and straight air pipe 65 while closing ofi chamber 9| to chamber 92 and thereby to the atmosphere.

B+ supply to the lookout magnet valve device is conducted via a wire H0, a switch II I comprised in the lockout relay 49, a wire I I2, a switch H3 operated by movement of the movable contact arms 1 and 9 of rheostats 3 and 4, as will be described in detail hereinafter, and a branch of the wire 30 connected to the positive terminal of the battery 26. The opposite terminal of the magnet portion of lockout magnet valve device 86 is grounded for return to the grounded negative terminal of battery 26 when switches I I I and H3 are closed to complete electrical circuit through the device.

The relay device 46 comprises a bias in the form of a tension spring I I4, for example, which urges the switch III toward an open position in which it is shown in the drawing. The switch II I has an operable connection, indicated by a dash line H5 in the drawing, with two magnet coils H6 and 45 which are arranged to generate additive magnetic efiorts on switch III in opposition to action of spring I I4. As aforedescribed, current for energizing the coil 45 is generated by the traction motors l and 2, being tapped off across the field coils of motors 2 and conveyed to said coil via the same rheostat 43 that regulates current to coil 40 in limit relay device I5. Coil H6 is connected in a circuit connected across a portion of the rheostat 4 my means of such as wires I I1 and I I8 so that the current flowing through said coil will be directly proportional to the dynamic braking current developed, hence to the degree of dynamic braking attained by the traction motors acting as generators.

The switch H3 comprises a bias, in the form of a compression spring I20, which is arranged to urge the switch H3 toward a closed position in which it is shown in the drawing. According to a feature of the invention, an actuating element I2I is attached to and carried by such as arm I of rheostat 3 for movement with the movable arms I, 9 of both rheostats 3 and 4. The actuating element I2I is so proportioned and arranged, relative to travel of contact arms I and 9, that when these arms, travelling in a direction to reduce amount of rheostat resistance in the dynamic braking circuit in attempt to maintain dynamic braking current and efiort as will be understood from previous description, the actuating element l2! will be carried into contact with switch H3 to open same in opposition to action of spring I20 at a point in travel of these arms I, 9 just prior to their limit position in which all of the rheostat resistance is cut out or otherwise reduced to a minimum in the dynamic braking circuit, hence just prior to the fade out point of dynamic braking, for reasons which will become obvious from subsequent description.

Operation of pneumatic portion of combined brake apparatus Assume normal operation of the dynamic brake, with the vehicle travelling at a speed suificient to cause generation of dynamic braking current up to its full range and therefore above the fade out point of dynamic braking. Assume the operators brake valve handle 19 to be in a brake application position calling for some desired degree of dynamic braking. Pressure of fluid in the straight air pipe 65, hence position of actuator 54, and hence adjusted position of rheostat 43 will all correspond to such position of the brake valve handle 10.

The lockout relay coil 45, being energized via rheostat 43 along with limit relay coil 40, will develop a magnetic force indicating the degree of dynamic brake called for, and the current flowing through lockout relay coil I I6 will develop a magnetic force indicating the degree of dynamic brake developed. When the limit relay I5 and pilot motor 29 are functioning properly, by automatic adjustment of rheostats 3 and 4, the degree of dynamic braking will be in accord with that called for as will be appreciated from previous description, and the total magnetic force developed by the two coils 45, H6 of lockout relay 46 will hold switch III closed against opposition of spring H4.

At the same time, so long as the dynamic brakmg current is above the fade out point of dynamic braking, the actuating element I2I attached for movement with contact arms 1 and 9 of rheostats-wand l will be outoi" contact with. switch -l l 3 whichwill"be held in its closed position by action: of spring I26.

With both switches H3 and. It] thus in their closed positions, the lockout magnet valve device 86 will be energized by current from battery 26 viawires 30, I12, I I6: and said switches to vent control pipe 85'and' render relay valve device 82 non-responsive to straight air pipe pressure to prevent operation of the pneumatic brakes: at

this timet i i With normal operation of the limit relay l and, pilot motor 20, and continued deceleration ofthe vehicle under influence of dynamic braking, just prior to the fade out point of the dynamic braking; movement of element l-Z't along with rheostat contact arms 1 '9 will cause opening of switch I It with consequentdeenergtzation of' lockout magnet valve device 86 to connect control pipe 65 170 the straight air pipe 65 and allow relay valve. device 82 to effect supply of'fiuid from reservoir 83 to brake cylinder 86 in degree in accord with straight air pipe pressure. Such supply of fluid under pressure to brake cylinder llll just prior to the fade out point of the dynamic brake, will allow the pneumatic brake to build up substantially at the same rate as the dynamic brake fades-under influence of continueddeceleration of the vehicle at a constant total magnet valve device will result in 'corresponding variations in pressure of fluid inbrake cylinder 86.

Now assume again that the dynamic brake is in: operation above its'fade out point and is developing a dynamic braking current, hence braking effort in accord with that degree of dynamic brake application called for by pressure of fluid in straight air pipe 65- and' indicated by position of' rheostat 43 and current flowing through coils 46 and 45' of relay [5 and 46. From previous descriptionit will be appreciated that both switches H3 and Ill will be in their closed-positions with the lockout magnet valve device 86 energized and thepneumatic brakeconsequently released.

Now, according to aieature of the invention, it for any-reason the dynamic brake should fail, due to such as: failure of pilot motor 20 to adjust rheostats '3-and 4 for example, thelockout relay 46 will respond to consequent reduction "in dynamic braking current flowing through its coils 45, 116 110 open'its-switch III for deenergizing lockout magnet valve device 86 and effecting the desired brake application pneumatically once the degree of dynamic braking current, hence dynamic. braking effort, dropsofi substantially to;

some such. value as sixty per cent of degree ot dynamicfbraking called for by straight ,air pipe pressure.

Such protective action of the relay 46 to efiect a pneumatic brake application upon sixty percent failure of dynamic brake application regardless of the original degree of such dynamic brake application occurs by virtue of the manner in 16 which the two coils of relay.- 46. are employedin cooperative association. with the dynamic brake controls comprising. relay I5 and pilot motor 20'.

Prior-tofailure of. the dynamic brakeand..dur-' ing normal operation of the pilot motor 20, a given position of rheostat 43 as dictated by pressure in straight air pipe 65 will result in development and'maintenance of a particular dynamic braking current and effort by-virtue of action of the two coil relay [5 and pilot motor 2 0 on the dynamic brake controlling rheostats- 3- and. 4. Such dynamic braking current thus, during nor-- mal operation, will be caused to vary substantially in direct proportion to pressure of fluid in the straight air pipe hence will be commensurate with the degree of brake desired, and the current flowing. through coil H6 of relay 46 will be in direct proportion to dynamic braking current developed. By virtue of the design of rheostat 43 and actuator 54, the resistance imposed to the portion of dynamic braking current flowing through the coil 45-of relay 46 is such that such" current will vary substantially inversely to the dynamic braking current and effort called for. With, during normal operation of the dynamic braking apparatus, the current flowing through coil H6 in relay 46 varying in direct proportion to the degree of dynamic braking current and effort called for and the current flowingthrough coil 45 of the same relay varying in inverse proportion to the dynamic brake current and efiort called for, the total magnetic effort developed by the two coils acting together will be the same for all degrees of dynamic braking currents. Any reduction in dynamic braking current resulting from failure of the equipment;'therefore, results in a reduction in total magnetic effort of the lockout relay coils45, ll'fi from a previous total which is constant regardless of degree of dynamic braking originally in effect, and when such total mag netic effort reduces a certain constant proportion, such as sixty percent, of its-original value, such effort can no longer overcome action of spring H.4' which then opens switch-I11 to cause a pneumatic brakeapplication. The rate of reduction of total magnetic effort of the two coils .45, H6 of relay 46 corresponds substantially to the rate of undesired reduction in dynamic braking current, sothat the loss of sixtypercent total magneticeiiort for causing a pneumatic brake application corresponds substantially to a loss of the same percentage in the dynamic braking current; hence dynamic braking effort, originally generated.

The percent loss of dynamic braking to which the relay 46 will respond to effect a pneumatic. brake application is arbitrary and based on 0011.". sideration of'the effect that introductionof pneu matic braking on top of' the failing dynamic:

braking will have on the total braking eflorttas experienced by the vehicle. Suchpercentrloss may be changed expeditiously as desired :by a change in bias of spring H4 acting on switch IH';

for'example. v

Once the pneumatic brake thus has been brought into play, samemay be employed to supplement or take the place of the dynamic brake, depending upon the degree of ,iailure of the latter, and the pneumatic 'brake' application' may then be controlled through manipulation of: the brake valvehandle 1.6, as xwill'bezappreciated from previous description.

Upon rectification of cause of failure in dynamic braking, the combined pneumatic and dynamic brake apparatus will function as previously described, with the dynamic brake under 11' control of the brake valve 53 and the pneumatic brake automatically taking over at the fade out point of the dynamic brake to assure a constant braking efiort as the vehicle is brought to a stop.

Summary It will now be seen that according to the invention, I have provided a combined pneumatic and dynamic brake apparatus which will respond to variations in straight air pipe pressure to effect application and maintenance of the dynamic brake in degree in accord with said pressure until the fade out point of the dynamic brake at reduced vehicle speed is reached, at which time the pneumatic brake automatically is applied also in degree in accord with straight air pipe pressure to bring the vehicle to a stop. The combined pneumatic and dynamic brake apparatus further comprises means Which will respond to an unintentional reduction in dynamic brake application of a certain percentage from any original degree of application to efiect application of the pneumatic brake to maintain the intended braking of the vehicle.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. A brake system for a vehicle comprising in combination, dynamic brake means generating a dynamic braking current proportional to the degree of dynamic braking attained, a fluid pressure brake control pipe, fluid pressure brake means responsive to control pressure of fluid in said control pipe to effect a fluid pressure brake application in degree corresponding to degree of said control pressure, a straight air pipe, an operator's control valve device operable to establish a degree of pressure in said straight air pipe according to degree of vehicle braking desired, magnet valve means energizablle and deenergizable to connect said control pipe selectively either to atmosphere or to said straight air pipe, respectively, a source of electrical energy independent of said dynamic brake means, relay means comprising witch means actuable to open and closed positions to connect and disconnect said magnet valve means to and from said source of electrical energy, respectively, comprising bias means urging said switch means toward its open position, and comprising two relay coils electrically connected for energization by dynamic braking current and operatively connected to said switch means to oppose action of said bias means, and rheostat means responsive to pressure of fluid in said straight air pipe to impose electrical resistance to flow of dynamic braking current through one of said two relay coils in amount according to degree of said pressure.

The combination as set forth in claim 1, including means responsive to current flowing through said rheostat means to regulate generati'on of dynamic braking current for maintaining degree of dynamic brake application commensurate with degree of pressure of fluid in said straight air pipe.

'3. A brake system for a vehicle comprising in combination, dynamic brake means including an armature driven by wheels of said vehicle and a series field in a dynamic braking circuit, a dynamic brake controlling rheostat including a contact element movable to and between a'maximum resistance position and a minimum resistance position to vary amount of resistance in said dynamic braking circuit correspondingly, a fluid pressure brake control pipe, fluid pressure brake means responsive to control pressure of fluid in said control pipe to efiect a fluid pressure vehicle brake application in degree corresponding to degree of said control pressure, a straight air pipe, an operators control valve device operable to establish a degree of pressure in said straight air pipe according to degree of vehicle braking desired, magnet valve means energizable and deenergizable to connect said control pipe selectively either to atmosphere or to said straight air pipe, respectively, a source of electrical energy independent of said dynamic brake means, first and second switch means to control establishment and disestablishment of an electrical circuit between said source of electrical energy and said magnet valve means, first bias means urging said first switch means toward a closed position, second bias means urging said second switch means toward an open position, an actuating element associated with said contact element to open said first switch means against opposition of said first bias means as said contact element approaches its minimum resistance position, one pair of electro-magnet coils energized by dynamic braking current to develop a magnetic force acting on said second switch means in opposition to said second bias means, and control rheostat means responsive to pressure of fluid in said straight air pipe to impose electrical resistance to flow of dynamic braking current through one magnet coil of said one pair of magnet coils in amount corresponding to degree of said pressure.

4. The combination as set forth in claim 3, including reversible electric motor means operatively connected to said contact element to move same in a direction to decrease or increase resistance in said dynamic braking circuit according to selective energization of one or another field coil comprised in said motor, respectively, motor controlling switch means movable to opposite first and second positions to complete an electrical motor circuit between said source of electrical energy and said one or said other field coil, respectively, and movable to an intermediate position to interrupt said motor circuit, third bias means urging said motor controlling switch means toward its first position, and a second pair of electro-magnet coils energized by dynamic braking current to develop a magnetic force acting on said motor controlling switch means in opposition to said third bias means, one of said second pair of magnet coils being connected in series with said one magnet coil of said one pair of magnet coils to be subject to influence of said control rheostat.

CLAUDE M. HINES.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,038,174 Hewitt Apr. 21, 1936 2,103,323 Down Dec. 28, 1937 

